Pavement finishing apparatus



Aug. 27, 1958 J. N. MATICH 3,398,663

PAVEMENT FIN I SHING APPARATUS Filed March 16, 1966 Sheets-Sheet 1 TLLEL L INVENTOR. (/OHN M MAT/CH ATTORNEYS Aug. 27, 1968 J. N. MATICH PAVEMENT FINISHING APPARATUS 6 Sheets-Sheet 2 Filed March 16, 1966 T AP INVENTOR doHu M Mar/2w ATTOQA/E-YS .LLLLLLLLLLLLLLIJ m w w x w gm Q 3K m3 g g- 27, 1963 J. N. MATICH 3,398,663

PAVEMENT FINI SHING APPARATUS Filed March 16, 1966 6 Sheets-Sheet 3 INVENTQR. (JOHN M MA T/CH Aug. 27, 1968 J. N. MATICH PAVEMENT FINISHING APPARATUS 6 Sheets-Sheet 4 Filed March l6, 1966 INVENTOR. (/OHA/ M MA T/cH Aug. 27, 1968 .1. N. MATICH 3,398,663

PAVEMENT FINISHING APPARATUS Filed March 16, 1966 6 Sheets-Sheet 5 TE i [ET-i7 INVENTOR- L/OHA/ M. MAT/CH BY C E fiATTOPNZYS J. N. MATICH Aug. 27, 1968 PAVEMENT FINISHING APPARATUS 6 Sheets-Sheet 6 Filed March 16, 1966 INVENTQR.

l ATTQQ/VFYS (/OHN M, MA

United States ABSTRACT OF THE DISCLOSURE Apparatus for finishing pavement which consists of a mobile prime mover assembly and a mobile trailer assembly which carry a finishing float frame therebetween in a manner which allows various adjustments as to a continuous surface finishing operation. The float frame assembly is constructed to be of a considerable length and it supports float finishing devices having varied characteristics such that a lessened mean surface variation is attained. The float frame employs forward and rear transverse float members which are adjustable as to angle of contact with the pavement surface, and the mid portion of the float frame support carries elongated shearing members in predetermined angular orientation and contact with the pavement surface and these too are adjustable in accordance with required level and profile of the pavement surface.

This invention relates generally to improved apparatus for finishing concrete paving. More particularly, but not by way of limitation, this invention relates to pavement finishing apparatus useful for leveling the surface of freshly laid concrete pavement.

The use of concrete finishing devices known commonly as floats for the purpose of smoothing and leveling the surface of freshly laid concrete has been practiced for many years. Initially, the floats were constructed by attaching a long handle to a relatively small planar member usully constructed from wooden planks. The handle was sufficiently long whereby the person using the float could stand off the concrete surface and move the planar member over the surface to provide the smoothing and leveling action. The planar member was of suflicient area whereby it would float on the surface of the concrete.

It was later found that a better leveling result was obtained on the surface of the concrete by extending a relatively lightweight pipe, light enough so that it would float on the surface of the concrete, diagonally across the entire concrete surface and, either manually or by powered vehicle, pulling the pipe along the concrete surface. The diagonal disposition of the pipe was relatively effective in at least reducing the undulations or irregularities occurring in the surface of the concrete.

A more recently developed concrete finishing device proposed the use of a float constructed in the shape of a chevron and having suflicient buoyancy to float on the surface of the concrete. The chevron float was attached to a vehicle and towed over the surface of the concrete. As would be expected, the chevron float was more effective than the manual float or the pipe, but was still not satisfactory for removing undulations extending transverse to the longitudinal center line of the concrete pavement. While the chevron float was effective in removing some of the undulations and irregularities, it had the tendency to ride up and over the relatively large undulations and down the opposite side thereof without shearing or otherwise removing the undulations from the surface of the concrete paving.

The present day use of high speed automobiles and the high landing and take off speeds of aircraft require the Many states now specify the accumulated deviation from a mean measuring plane that the surface of the paving may have. The total deviation has been set to eliminate from the surface of the paving undulations which may be extremely dangerous at the high operating speeds of automobiles ,or airplanes. The requirements are being enforced to the extent that paving contractors are required to remove such undulations before the states will accept the paving as finished.

If the paving is not within the specified tolerance, the paving contractor must either tear up the pavement and repave or he must grind the surface of the paving to remove the high points thereby eliminating the undulations. As might be expected, both solutions are extremely expensive and may mean the difference between a profit or less on a paving contract.

This invention provides an improved pavement finishing apparatus comprising: a frame having front and rear end portions and left and right side portions; front float means mounted on the front end portion of the frame and extending between the side portions, the front float means having a lower surface engageable with the surface of the pavement; rear float means spaced from the front float means and mounted on the rear end portions of the frame and extending between the side portions, the rear float means having a lower surface engageable with the surface of the pavement; and, a plurality of elongated members mounted on the frame between the front and rear float means, the members being engageable with the surface of the pavement.

One object of this invention is to provide an improved pavement finishing apparatus that effectively removes undulations from the surface of the pavement.

Another object of the invention is to provide an improved pavement finishing apparatus that effectively smooths, that is, removes irregularities from the surface of the pavement.

A further object of the invention is to provide an improved pavement finishing apparatus that provides a smooth and continuous approach and departure apron onto and off previously constructed bridges or the like.

Still another object of the invention is to provide an improved pavement finishing apparatus that effectively smooths and removes undulations from elevated curves or the like in constructing approaches to and exits from expressways.

A further object of the invention is to provide an improved pavement finishing apparatus that can be easily and economically manufactured.

One other object of the invention is to provide an improved pavement finishing apparatus that requires little or no maintenance during its service life.

The foregoing and additional objects and advantages of the invention will become more apparent as the following detailed description is read in conjunction with the accompanying drawings wherein like reference characters denote like parts in all views and wherein:

FIG. 1 is a top plan view of pavement finishing apparatus constructed in accordance with the invention;

FIG. 2 is a side elevation view of the apparatus of FIG. 1;

FIG. 3 is a front elevation view of the apparatus of FIG. 1;

FIG. 4 is a rear elevation view of the apparatus of FIG. 1;

FIG. 5 is a schematic diagram illustrating the drive system for the apparatus of FIG. 1;

FIG. 6 is a top plan view of a float assembly constructed in accordance with the invention;

FIG. 7 is a side elevation view of the float assembly of FIG. 6;

FIG. 8 is an enlarged, fragmentary view illustrating in detail the construction of a central portion of a truss of the float assembly;

FIG. 9 is an enlarged, fragmentary view illustrating in detail the construction of an edge portion of an elongated shearing member of the float assembly;

FIG. 10 is a fragmentary, top plan view illustrating a portion of the rear of the float assembly and showing the structure of an edging device attached thereto;

FIG. 11 is a cross-sectional view taken generally along the line 1111 of FIG. 10;

FIGURE 12 is an enlarged fragmentary view, partly in cross-section, illustrating the method of attaching the float assembly to the prime mover;

FIG. 13 is a fragmentary view of the rear portion of the apparatus of FIG. 1 with certain portions thereof removed, illustrating the structure of a means of attaching a burlap drag to the rear end of the pavement finishing apparatus of FIG. 1;

FIG. 14 is a schematic diagram illustrating the hydraulic circuits used in the apparatus of FIG. 1;

FIG. 15 is a schematic diagram illustrating the sprinkler circuits used in the apparatus of FIG. 1;

FIG. 16 is a fragmentary view with certain portions removed, illustrating the rear end of the float and a concrete edge surfacing device attached thereto;

FIG. 17 is a fragmentary, top plan view of a portion of the float assembly and the edging device illustrated in FIG. 16; and,

FIG. 18 is a cross-sectional view taken substantially along the line 18--18 of FIG. 17.

Referring to the drawings and to FIGS. 1 through 4 in particular, shown therein and generally designated by the reference character 20 is a self-propelled, pavement finishing machine constructed in accordance with the invention. As shown in FIGS. 1-3, the pavement finishing machine 20 includes a prime mover generally designated by the reference character 22, FIGS. 14 illustrate a trailer generally designated by the reference character 24, a pair of elongated frame members 26 and 28 extending between and connecting the prime mover 22 with the trailer 24, and a float assembly that is generally designated by the reference character 30. The float assembly 30 is connected with the prime mover 22 and the trailer 24 as will be described more fully hereinafter.

As illustrated in FIGS. 1 through 4, the pavement finishing machine 20 is disposed in operating position straddling a slab of concrete paving having an upper or top surface 32, a left edge surface 34 and a right edge surface 36. It will be understood by those skilled in the art that the pavement finishing machine 20 may also be utilized when one concrete slab is being laid with one edge in juxtaposition with one edge of a previously laid concrete slab.

Prime mover The prime mover 22 includes an elongated frame 38 (see FIGS. 1 and 3) constructed primarily from structural members that extend transversely across the machine 20. As clearly shown in FIGS. 1 and 3, the frame 38 includes five separable sections 40, 42, 44, 46 and 48 The separable sections are held in assembled relation by any suitable means, such as by threaded fasteners extending through mating flanges located on the various sections. The sectional structure of the frame 38 permits the removal or insertion of a section or sections, generally the sections 42 or 46, whereby the width of the frame 38 may be varied to suit the pavement width. 'Both sections 42 and 46 may be removed in the event that the pavement is extremely narrow. Also, it should be pointed out that the frame 38 may also be widened by inserting additional sections therein.

The frame sections 40 and 48 are essentially mirror images of each other in structure and each has a pair of tandem wheels 50 pivotally mounted thereon by coaxially disposed tubes 52 and 53. The outermost tube 52 is 4 v rigidly attached to a respective section 40 and 48 while the innermost tube 53 is attached to a wheel support member 54 that also houses a portion of the drive system for rotating the wheels 50 to propel the machine 20.

Also mounted on each of the frame sections 40 and 48 is a vertically extending square tube 56 that is'sized to slidingly receive an elongated roller support member 58. As illustrated most clearly in FIG. 3, the roller support members 58 are arranged to journal each end of an elongated cylindrical roller 60 that extends transversely across the front of the prime mover 22. Although not shown, the cylindrical roller 60 is preferably constructed from a relatively light hollow tube having sufiicient buoyancy so that it floats on the surface 32 of the concrete paving for purposes which will be explained hereinafter.

The roller 60 may be raised out of engagement with the surface 32 of the pavement by a hydraulic cylinder 61 through a linkage that will be described in connection with FIG. 14. Also, the hydraulic circuit for operating the cylinder 61 will be described in connection with FIG. 14.

A water reservoir 62 is mounted on each of the sections 40 and 48. As may be seen most clearly in FIGS. 1 and 3, the ends of the elongated frames 26 and 28 are also connected with the frame sections 40 and 48.

The frame sections 42 and 46 are constructed as mirror images and each includes a vertically disposed portion 64 that serves as a portion of a guard rail to protect the operator of the machine 20 and to provide additional stiffness to the frame 38. The frame sections 42 and 46 carry none of the functional or operating portions of the machine 20 and therefore serve simply as spacers or extensions of the frame 38.

The center frame section 44 also includes a vertically disposed portion 66 (see FIG. 3) that is connected with the portions 64 on the frame sections 42 and 46 to provide a continuous guard rail and a structural member that extends across the frame 38. As illustrated, the center frame section 44 also includes a deck 68 (see FIG. 1) that functions as an operator platform. Mounted on the center section 44 is an engine 70 comprising a portion of the drive system for propelling the machine 20 and a control panel 72 that conveniently mounts the various valves, controls, gauges, etc. required to operate the macliine 20. The control panel 72 is shown schematically in F G. 1.

The schematic diagram of FIG. 5 illustrates the arrangement of the drive system for propelling the machine 20. As shown therein, the engine 70 is coupled in a conventional manner with a transmission 73 that has an output shaft 74 and a power take off shaft 76 extending therefrom.

The output shaft 74 is conventionally coupled with a differential 78 that is mounted on the underneath portion of the center section 44. A pair of drive shafts 80 and 82 extend outwardly from the differential 78 having the outboard ends thereof journaled in bearings 84 and 85. As shown in FIG. 3, the bearing 84 is mounted on the frame section 40 and the bearing 85 is mounted on the frame section 48.

A pair of relatively short drive shafts 86 and 88 are coupled with the drive shafts 80 and 82, respectively, in a conventional manner and extend therefrom into connection with shafts 90 and 92 (see FIG. 5) that are each journaled in a respective one of the wheel supports 54. A pair of chain sprockets 94 and 96 are mounted on each of the shafts 90 and 92. A pair of endless chains 98 extend from the sprockets 94 to a pair of sprockets 102 that are mounted on one of a pair of wheel shafts 104. Each of the wheel shafts 104 is suitably journaled in one of the wheel support members 54.

A pair of endless chains 106 extend from the sprockets 96 to a pair of sprockets 108 that are each mounted on a respective wheel shaft 110. The wheel shafts 110 are connected with the front pair of tandem Wheels 50 and are each suitably journaled in one of the wheel support members 54.

As shown in FIG. 3, a double-acting, hydraulic cylinder 112 is mounted on the center frame section 44 and is operably connected with a pair of steering rods 114 and 116. The steering rods 114 and 116 have their opposite end portions pivotally connected with a respective one of the wheel support members 54. The hydraulic system associated with the hydraulic cylinder 112 will be discussed in more detail in connection with FIG. 14.

As illustrated in FIG. 5, the power take off shaft 76 is operably connected with a hydraulic pump 118 that is provided with the usual inlet conduit 120 and outlet conduit 122. The interconnection of the hydraulic pump 118 with the various hydraulic components on the machine 20 will be discussed more fully in connection with FIG. 14.

A sprocket 124 is mounted on the power take off shaft 76. The sprocket 124 is connected with a sprocket 126 mounted on the drive shaft of a pump 128 by an endless chain 130. The pump 128 includes an inlet conduit 132 that is connected with the reservoirs 62. The pump 128 is also provided with an outlet conduit 134 that is connected in communication with a pair of elongated spray bars 136 (see FIG. 3) and 138 (see FIGS. 1 and 2). Each of the spray bars 136 and 138 is provided with a plurality of openings or apertures (not shown) that are directed downwardly whereby water from the reservoirs 62 can be sprayed on the upper surface 32 of the concrete paving.

Trailer The trailer 24 includes an elongated frame 150 ex tending transversely across the machine 20 as best shown in FIGS. 1 and 4. The frame 150 includes five separable frame sections 152, 154, 156, 158 and 160 connected by conventional means. As clearly shown in FIG. 1, the various frame sections correspond in length to the sections of the frame 38 in the prime mover 22.

The frame sections 152 and 160 are constructed as mirror images and each has a pair of vertically-extending, telescoping members 162 and 164 mounted thereon. The inner member 164 of the telescoping members carries, at its lower end, a wheel support member 166 (see FIG. 4). Each of the wheel support members 166 journals a wheel axle 168 that rotatably supports a ground engaging wheel 170 thereon. Each of the wheel support members 166 is also provided with a rearwardly extending steering arm 172 that is most clearly shown in FIG. 1.

The frame sections 154 and 158 are also constructed as mirror images and, like the frame sections 42 and 46, serve as spacers to provide the proper length of frame 150 as mentioned in connection with the frame sections 42 and 46. The frame sections 154 and 158 do not carry any of the operational or functional portions of the machine 20 and may, therefore, be removed to permit shortening or elongation of the frame 150. Each of the sections 154 and 158 includes a vertically extending portion 174 (see FIGS. 1 and 4) that provides additional strength to avoid deflection of the trailer frame 150.

The center frame section 156 of the trailer frame 150 also includes a vertically extending portion 176 (see FIG. 4) that is interconnected with the portion 174 to prevent deflection of the trailer frame 150. A double-acting, hydraulic cylinder 178 is mounted on the underneath portion of the center section 156 as shown in FIG. 4. The cylinder 178 is pivotally connected with a pair of steering rods 180 and 182. The steering rods 180 and 182 have their opposite ends pivotally connected with the steering arms 172 as is shown most clearly in FIG. 1. The hydraulic circuit associated with the cylinder 178 will be described more fully in connection with the description of FIG. 14.

Float assembly The float assembly 30 is shown most clearly in FIGS. 6 and 7. As illustrated therein, the float assembly 30 includes a frame 190, a front float 192 mounted on the front end portion of the frame 190, a rear float 194 spaced from the front float 192 and mounted on the rear end portion of the frame 190, and a plurality of elongated members generally indicated by the reference character 196 that are also mounted on the frame and located between the front float 192 and the rear float 194.

Referring to FIGS. 6 and 7, it can be seen that the frame 190 includes a plurality of elongated frame members 198 that extend generally parallel to the elongation of the frame 190, a plurality of cross-members 200 connected to the lower side of the elongated members 198 and extending generally perpendicularly thereto, and a plurality of truss members 202 having each end attached to the upper surface of the elongated members 198 and having the remaining portion thereof interconnected with the upper surface of elongated members 198 by a plurality of spaced connecting members 204.

As may be seen most clearly in FIG. 7, the central portion of the truss members 202 are discontinuous and are connected by adjusting assemblies 206. The adjusting assemblies 206 are shown most clearly in FIG. 8 and each includes a pair of spaced plates 210 that are securely attached to the truss members 202. Each adjusting as sembly 206 also includes a threaded fastener 212 that extends through the plates 210. The threaded fastener 212 is provided with a head or shoulder 214 on one end that is engageable with the left-hand plate 210 as seen in FIG. 8 and extends through the right-hand plate 210. A threaded nut 216 is mounted on the right-hand plate 210 whereby rotation of the threaded fastener 212 either brings the plates 210 closer together or moves them a farther distance apart. A lock nut 218 is in threaded engagement with the threaded fastener 212 and engages the nut 216 to avoid inadvertent changes of the spacing between the plates 210 from the desired position. The effect of the rotation of the threaded fasteners 212 is to change the overall length of the truss members 202 and thereby move the elongated members 198 into a position wherein the lower surface thereof are either convex or concave, that is, to move the front and rear float means 192 and 194, respectively, into a position wherein they are disposed at an angle relative to each other.

The front float 192 is constructed from a plurality of relatively short elongated members 220 (see FIG. 6) that extend parallel to the elongation of the float assembly 30. The elongated members 220 are disposed in juxtaposition to form a continuous lower surface 221 (see FIG. 7) on the front float 192. While the front float 192 may be constructed from any material that provides sufficient buoyancy to float on the upper surface 32 of the pavement, it is constructed from wood in the preferred form of the machine 20. The use of wood provides not only the desired buoyancy, but also provides a slightly roughened surface 32 on the pavement thereby promoting better traction for vehicles traveling thereover. Also, the wood is readily available and is relatively inexpensive. As can be appreciated from viewing the overall machine 20 as illustrated in FIGS. 1 through 4, the wood is virtually the only portion of the machine 20 that will have to be replaced during the service life of the machine 20.

Also associated with the front float 192, but actually mounted on the frame 190 is a front cross member 222. The cross member 222 extends across the float assembly 30 and has each end connected with one of the cross members 200. The cross member 222 is constructed as a truss similar to the trusses 202 but shorter in length.

The cross member 222 is also provided with an adjusting assembly 206 as previously described in detail in FIG. 8. While only one cross member 222 is illustrated, more may be provided if desired or necessary. The purpose of the cross member 222 is not only to provide stiffness to the float assembly 30 in the transverse direction, but also to provide a means of deforming the lower surface 221 of the front float 192 into a concave or convex configuration. The concave configuration thereof is commonly used when it is desired to crown the upper surface 32 of the pavement.

The rear float 194 is constructed similarly to the front float 192, but the rear float 194 is provided with a plurality of elongated planks or members 224 that extend in a transverse direction, that is, in a direction extending across the float assembly 30 parallel with the members 200. In order to support the planks 224, the rear float 194 is provided with a plurality of longitudinally extending channel members 226 (see FIG. 7) that are suitably interconnected with the cross members 200. As mentioned in connection with the front float 192, the rear float 194 may be also constructed from any material which provides suitable buoyancy, but in the preferred form, the planks 224 are constructed from wood.

The rear float 194 is also provided with a cross member 228 (see FIG. 7) that is constructed identically with the front cross member 222. The rear cross member 228 also includes the adjusting assembly 206 to permit deforming the lower surface 230 on the rear float member 194 into a concave or convex configuration as previously described in connection with the lower surface 221 of the front float 192.

The actual shearing of the undulations from the surface '32 of the pavement is carried out primarily by the elongated members 196. As clearly illustrated in FIG. 6, the elongated members 196 include a pair of relatively short elongated members 232 that are attached to the frame 190 as will be described and are located relatively adjacent the left and right sides of the float assembly 30. As illustrated, the elongated members 232 extend inwardly and rearwardly on the float assembly 30.

A second pair of elongated members 234 are also connected with the frame 190 as will be described. The elongated members 234 are arranged so that their inner ends are in juxtaposition and the outer ends thereof extend rearwardly and outwardly whereby the members 234 form a chevron. The outermost ends of the chevron are disposed relatively behind and outside the innermost ends of the elongated members 232.

Elongated members 236 are also connected with the frame 190 and are located thereon in spaced parallel relation to the elongated members 232. It will be noted in FIG. 6 that the members 236 are slightly longer than the elongated members 232 and have the innermost ends thereof disposed relatively behind and inwardly from the outermost ends of the members 234.

A pair of elongated members 238 have their innermost ends in juxtaposition and the outermost ends thereof disposed relatively behind and adjacent the left and right side portions of the float assembly 30 to form a second chevron. As clearly shown in FIG. 6, the chevron formed formed by the members 238 is in spaced parallel relation to the chevron formed by the members 234. The members 238 are also connected with the frame 190 as will be described in detail hereinafter.

As might be expected, the particular arrangement of the elongated members 196 may be varied considerably depending on the ultimate result to be attained or as desired. In the preferred form illustrated, it can be clearly seen in FIG. 6 that all portions of the surface 32 of the pavement will be engaged by at least two of the elongated members.

FIG. 9 clearly illustrates the preferred method of attaching the elongated members 196 to the cross members 200 that form a portion of the frame 190. As shown therein, the elongated members 196 are provided with a reinforcing plate 240 that is attached to the elongated members by screws 242. A pair of threaded members 244 and 246 extend through the reinforcing plate 240 and through the lower portion of the cross member 200. Threaded nuts 248 and 250 are located on the threaded members 244 and 246, respectively, in engagement with the cross member 200.

It will be noted in FIG. 9, that the threaded members 244 and 246 are located relatively adjacent the edges of the elongated members 196. Thus, it is possible by rotation of the threaded nuts 248 to vary the distance between the cross member 200 and the elongated member 196. When this is done, the elongated members 196 are canted, that is, set at an angle as illustrated in dash lines in FIG. 9. Generally, the forward edge of the members 196 is raised slightly to avoid biting into the surface 32 of the pavement.

As shown most clearly in FIG. 1, the float assembly 30 is constructed with a width slightly less than the width of the pavement. The. reason for such construction is that the pavement is usually laid by a slip-form machine (not shown) without the use of permanently set forms to support the edges 34 and 36 of the pavement. Thus, if the float assembly 30 is the full width of the pavement it may result in breaking down the edges 34 and 36. To provide for the finishing of the entire surface 32, a pair of edge surfacing members 252 are located on the rear float 194 as shown in FIGS. 1 and 6. The structure of the edge surfacing members 252 is more clearly shown in the enlarged fragmentary views of FIGS. 10 and 11.

As shown therein, the edge surfacing members 252 are each constructed from a short length of wooden plank 254 that is attached to a resilient member 256 at an angle so that the plank member 254 extends outwardly past the edge 34 of the pavement. The member 256 may be suitably constructed from a piece of rubber or the like that is attached to the rear float 194. It is not necessary that the resilient member 256 bias the plank 254 downwardly but it should hold the plank 254 in sliding engagement with the surface 32 of the pavement so that the small area of the surface 32 between the edges of the float assembly 30 and the edges 34 and 36 of the pavement will be finished.

FIG. 12 illustrates the arrangement of apparatus utilized to connect the prime mover 22 with the float assembly 30. The float assembly 30 is provided with a plurality of towing eyes 258. As shown in FIG. 6, one of the towing eyes 258 is located on each of the elongated members 198 adjacent the forward end thereof.

The towing eyes 258 are provided with an aperture 260 for receiving a short section of towing chain 262. While not shown, it will be understood that each of the towing eyes 258 are provided with one of the chains 262. The chain 262 extends through a bracket 264 that is mounted on an elongated l-beam 266.

The I-beam 266 extends across and underneath the frame 38. The I-beam 266 is connected near each end with an L-shaped arm or bracket 268. Although only one bracket 268 is shown, it will be understood that the upper end of each of the brackets 268 is connected with a respective one of the frame sections 40 and 48. Also, suitable diagonal bracing 270 is connected with the frame sections 40 and 48 and extends down to the lower portion of the bracket 268 as shown in FIG. 12. The arrangement described provides a means of towing the float assembly 30 and yet permitting the float assembly to move in a vertical direction independently of the prime mover 22.

FIG. 13 illustrates an attachment that may be used with the finishing machine 20. As illustrated, an elongated channel member 276 extends entirely across the rear of the machine 20. The channel member 276 is pivotally connected with the trailer 24 by a pair of arms 278 (only one is shown in FIG. 13).

As illustrated therein, the arms 278 are pivotally attached to brackets 280 that are suitably connected with the trailer 24 by pivot pins 282.

A hydraulic cylinder 284 is pivotally connected with the trailer 24 and has the piston thereof pivotally connected with a bracket 286 that is attached to the elongated channel member 276. A burlap drag 288 has its upper end connected with the channel member 276 and extends entirely across the surface 32 of the paving. The burlap drag 288 is sufliciently long so that the lower end thereof is in dragging engagement with the surface 32 of the pavement when the arms 278 are in the generally horizontal position illustrated. Manifestly, actuation of the hydraulic cylinder 284 raises the arms 278 to an angular position moving the burlap drag 288 out of engagement with the surface 32 of the pavement. The hydraulic system associated with the cylinder 284 will be described more fully in connection with FIG. 14.

Hydraulic systems The hydraulic circuit utilized to steer the vehicle 20 is clearly illustrated in FIG. 14. As shown therein, the steering arms 114 and 116 are connected at their innermost ends with the double acting hydraulic cylinder 112. Conduits 300 and 302 extend from the cylinder 112 to a four-way valve 304. The four-way valve 304 is of a commercially available type and is arranged to provide flow therethrough as illustrated in the solid arrows when in one position and, when in another position, to provide flow therethrough in the direction of the dash arrows. The valve 304 is connected in fluid communication with a hydraulic fluid reservoir 306 by a conduit 308. A conduit 310 extends from the valve 304 to the outlet conduit 122 of the pump 118 which has its inlet connected with the reservoir 306 by the previously mentioned conduit 120. Thus, steering of the prime mover 22 is attained by positioing the valve 304 to direct hydraulic fluid into the cylinder 112 to move the steering arms 114 and 116 either to the left or right to position the tandem, ground-engaging wheels 50.

In the preferred form of the invention, the trailer 24 is also provided with a separate steering arrangement that is also clearly shown in FIG. 14. As shown therein, the hydraulic cylinder 178 that is connected with the steering rods 180 and 182 as previously described is connected by conduits 312 and 314 with a four-way valve 316. The four-way valve 316 is identical to the four-way valve 304 previously described. The four-way valve 316 is connected by conduits 318 and 308 with the hydraulic fluid reservoir 306. A conduit 320 is connected with the conduit 310 which as previously described is connected with the pump 118 through the conduit 122. Thus, steering of the trailer 24 is accomplished by positioning the four-way valve 316 to direct fluid to the proper end of the hydraulic cylinder 178 to move the steering rods 180 and 182 either to the left or the right to position the ground engaging wheels 170 as desired.

The conduit 122 extending from the pump 118 is also connected with a selector valve 322. The selector valve 322 is arranged, when in one position, to permit fluid flow therethrough in the direction of the solid arrow, and, when in another position, to permit fluid flow therethrough in the direction of the dash arrow as shown in FIG. 14.

When the valve 322 is in the position wherein flow therethrough is in the direction of the solid arrow, fluid flows from the pump 118 through the conduit 122 into a conduit 324 that connects the valve 322 with the single acting hydraulic cylinder 61 mounted on the front of the frame 38 as previously described. Also as previously mentioned, the hydraulic cylinder 61 is interconnected with the elongated roller 60 which is journaled in the roller support members 58.

The interconnection between the cylinder 61 and the roller 60 is accomplished by a cable 326 that is connected to and extends from the cylinder 61 over a pulley 328 and a pulley 350. The cable 326 then extends downwardly and has its lower end connected with the roller support member 58. A second cable 332 is also connected with the cylinder 61 and extends over a pulley 334. The cable 332 extends downwardly from the pulley 334 and has its lower end connected with the other roller support member 58. As can be seen in FIG. 14, actuation of the cylinder 61 toward the right as fluid is introduced into the conduit 324, exerts an upward pull on the ends of the cables 326 and 332 thereby lifting the roller 60 out of engagement with the upper surface 32 of the pavement. When the cylinder 61 is not actuated, that is, when pressure is released therefrom, the roller 60 moves downwardly into engagement with the surface 32 of the pavement and is not restrained by the cables 326 and 332. Therefore, the roller 60, as previously mentioned, actually floats on the surface 32 of the pavement.

To relieve pressure from the cylinder 61, the valve 322 is also connected with a conduit 336 that extends therefrom to the hydraulic fluid reservoir 306. When the valve 322 is positioned wherein fluid flow therethrough is in the direction of the dash arrow, it can be seen that the hydraulic cylinder 61 and the conduit 324 are in fluid communication with the fluid reservoir 306 through the conduit 336.

As illustrated schematically in the upper, right-hand portion of FIG. 14, the float assembly 30 is also provided with a pair of lifting eyes 338 located on the frame 190 adjacent the front float 192 and a pair of lifting eyes 340 that are located on the frame 190 adjacent the rear float 194.

The left-hand lifting eye 338 is connected with a hydraulic cylinder 342 that is mounted on the rear side of the prime mover frame 38 (see FIG. 1) by a cable 344. The cable 344 extends over a pulley or sheave 346 that is also mounted on the prime mover frame 38 and serves to change the direction of movement of the cable 344 to permit actuation of the hydraulic cylinder 342 to lift the left front corner of the float assembly 30.

The right hand lifting eye 338 is connected by a cable 348 with a hydraulic cylinder 350 that is also mounted on the prime mover frame 38 (see FIG. 1). The cable 348 extends over a pulley or sheave 352 that is mounted on the prime mover 38 and serves to change direction of movement of the cable 348, whereby the right front corner of the float assembly 30 can be lifted by the hydraulic cylinder 350.

The hydraulic cylinder 342 is connected with a selector valve 354 by a conduit 356 and the selector valve 354 is connected with the outlet conduit 122 from the pump 118 by a conduit 358. The hydraulic cylinder 350 is connected by a conduit 360 with a selector valve 362 that is also connected with the conduit 358.

A hydraulic cylinder 364 is mounted on the left, front portion of the trailer frame (see FIG. 1). The hydraulic cylinder 364 is connected with the left-hand lifting eye 340 mounted on the float assembly 30 by a cable 366 that extends over a pulley or sheave 368. The pulley 368 is also mounted on the trailer frame 150 and serves to change direction of movement of the cable 366 whereby actuation of the cylinder 364 lifts the left rear portion of the float assembly 30.

A hydraulic cylinder 370 is mounted on the front portion of the trailer frame 150 adjacent the right end thereof (see FIG. 1). The cylinder 370 is connected by a cable 372 with the right-hand lifting eye 340 located on the float assembly 30. As illustrated in FIG. 14, the cable 372 extends from the cylinder 370 over a pulley 374, that is also mounted on a frame 150 whereby actuation of the cylinder 37 0 lifts the right rear corner of the float assembly 30.

A conduit 376 extends from the cylinder 364 to a selector valve 378. The selector valve 378 is connected with the conduit 358 previously described. A conduit 380 extends from the cylinder 370 into connection with the selector valve 382 that is also connected with the conduit 358 as previously described.

The selector valves 354, 362, 378 and 382 are identical in construction and are arranged, with in one position,

to permit flow therethrough in the direction of the solid arrows as illustrated in FIG. 14 and, when in another position, to permit flow therethrough in the direction of the dash arrows also shown in FIG. 14. The selector valves are each connected with the conduit 336, which as previously described, extends into communication with the hydraulic fluid reservolr 386. While separate selector valves have been illustrated for each cylinder, it is within the contemplation of the invention that all or a portion of the cylinders can be connected through one or more appropriate valves.

Thus, when the valves are in one position, fluid passes from the pump 118 through the conduit 122 and the conduit 358 through the selector valves 354, 362, 378 and 382, in the direction of the solid arrows to actuate the hydraulic cylinders 342, 350, 364 and 370, respectively, thereby raising the entire float assembly 30. When in the other position, the selector valves permit flow therethrough in the direction of the dash arrows, whereby fluid flows from the cylinders 342, 350, 364, and 370 through their respective conduits and selector valves to the hydraulic fluid reservoir 306, thereby releasing the pressure in the hydraulic cylinders and permitting the float assembly 30 to return into engagement with the upper surface 32 of the pavement.

The hydraulic circuit associated with the cylinder 284 used to raise or lower the burlap drag 288 is also shown in FIG. 14. As shown, the outlet conduit 122 from the pump 118 is connected with a selector valve 384 that is connected by a conduit 386 with the hydraulic cylinder 284. The selector valve 384 is of the same type as the selector valve 354, that is, it is arranged to permit fluid flow therethrough in either the direction of the solid arrow or the dash arrow shown in FIG. 14. To permit flow from the hydraulic cylinder 284 through the selector valve 384, the selector valve 384 is connected by a conduit 388 with the conduit 336, which as previously described, is connected with the hydraulic fluid reservoir 306.

Thus, when the selector valve 384 is positioned whereby fluid flow therethrough is in the direction of the solid arrow, the pump 118 delivers hydraulic fluid through the conduit 122, through the selector valve 384 and the conduit 386 to the cylinder 284 to lift the burlap drag 288 from the surface 32 of the concrete paving as previously described. When it is desired to permit the burlap drag 288 to engage the surface 32, the selector valve is positioned to permit fluid flow therethrough in the direction of the dash arrow, thereby relieving pressure from the cylinder 284 through the conduit 386 and the conduit 388 to the return conduit 336 through which fluid returns to the fluid reservoir 306.

It will be undersood by those skilled in the art that the schematic diagram of FIG. 14 illustrates the preferred form of the invention wherein the various components are actuated by hydraulic fluid, but it is also contemplated that pneumatic, manual, or electrical means can be utilized in a well known manner in lieu of the hydraulic systems described.

Referring now to FIG. 15, shown therein is a schematic diagram illustrating the arrangement of the spray bars 136 and the controls therefor. As illustrated, the outlet conduit 134 extending from the pump 128 is connected with a pair of valves 390 and 392. The valves 390 and 392 are connected by a conduit 394 and a conduit 396 which extend, respectively, from the valves 390 and 392 to the spray bars 136 and 138.

Thus, actuation of the pump 128 delivers water from the reservoir 62 through the inlet conduit 132 and the pump 128 into the outlet conduit 134. With both valves 390 and 392 in the open position, water flows through the conduits 394 and 396 through the perforated spray bars 136 and 138. Manifestly, it will be apparent that closing either valve 390 or 392 prevents flow through the respective spray bar.

12 Operation To operate the pavement finishing machine 20, the machine 20 is positioned astraddle the pavement, that is, with the wheels 50 and disposed adjacent the edge surfaces 34 and 36 of the pavement as illustrated in FIG. 3. The selector valves 354, 362, 378 and 382 are moved to the position wherein the flow therethrough is in the direction of the dash arrows as illustrated in FIG. 14. With the selector valves in this position, pressure is released from the hydraulic cylinders 342, 364 and 370 permitting the float assembly 30 to be lowered into engagement with the surface 32 of the pavement. It is important to note that the cables 344, 348, 366 and 372 are slack when the float assembly 30 is in engagement with the surface 32 of the pavement and exerts no force on the float assembly 30'. Therefore, the float assembly 30 is free to move in the vertical direction relative to the prime mover 22, trailer 24 and the interconnecting frame members 26 and 28.

It is also important to note that when the float assembly 30 is in engagement with the surface of the pavement, the float assembly 38 actually floats thereon due to the buoyancy provided by the front float 192 and the rear float 194.

The engine 70 is placed in operation and throug the transmission 73, differential 78 and connecting drive members, the tandem wheels 50 are caused to rotate in the proper direction to move the machine 20 relatively along the pavement. As previously described in detail in connection with FIG. 12, the prime mover 22 tows the float assembly 30 through the connection formed by the lengths of chain 262. Of course the trailer 24 is moved along the pavement with the prime mover 22 due to the interconnection of the frame members 26 and 28. Steering of the machine 20 is accomplished as previously described in detail.

As the machine 20 moves along the pavement, the front float 192 engages irregularities or undulations in the surface 32 of the pavement and by virtue of the weight of the float assembly 30 may shear some of the irregularities therefrom. However, in the :case of relatively large undulations, the front float 192 rides up and over the surface of the undulations and down the opposite side.

As can be appreciated from viewing FIG. 1, the undulations are engaged by the elongated members 232 and 234 which begin the process of shearing the undulation from the surface 32. As the float assembly 30 continues its forward movement, the undulations are sequentially engaged by the elongated members 236 and 238 wherein additional shearing occurs. After the elongated members 196 have passed thereover, the undulation is also engaged by the rear float 194 which may, if a portion of the undu lation remains, engage and shear the remaining portion of the undulation from the surface 32 of the pavement. The rear float 194 also serves to perform the final smoothing action on the surface 32 of the pavement.

If the undulation is not entirely removed by the float assembly 30 as the machine 20 passes thereover, the direction of the movement of the machine 20 is reversed by proper operation of the transmission 73 to cause the prime mover 22 to reverse its direction of movement until the float assembly 30 has passed over the undulation. Normally, the float assembly 30 is raised above the surface 32 of the pavement during the backing of the machine 20. The raising of the float assembly 30 is accomplished by positioning the selector valves 354, 362, 378 and 382 whereby fluid flow therethrough is in the direction of solid arrows (see FIG. 14) thus pressurizing the hydraulic cylinders 342, 350, 364 and 370,- respectively. The cylinders, through the interconnected cables, lift the float assembly 30 as previously described out of engagement with the surface 32 of the pavement.

After the float 30 has cleared the undulation, the selector valves 354, 362, 378 and 382 are repositioned whereby fluid flow therethrough is in the direction of the dash arrows to lower the float assembly 30 onto the surface 32 of the pavement. The transmission 73 is then repositioned whereby the prime mover 22 resumes its forward movement along the pavement. The remainder of the undulation is then removed as the float assembly 30 is dragged thereover by the prime mover 22.

If the first pass over the undulation was suflicient to remove the undulation, the second pass serves to smooth any irregularities that may have occurred due to the engagement of the various portions of the float assembly 30 with relatively large aggregate which is in the pavement and slightly below the surface 32 thereof. Manifestly, additional passes over the undulation can be made until the undulation has been completely removed and the surface thereof smoothed to the desired finish.

If a slightly different texture is desired on the surface 32 of the pavement, the selector valve 384 is positioned whereby fluid flow therethrough is in the direction of the dash arrow (see FIG. 14). The burlap drag 288 then engages the surface of the paving to form a roughened texture thereon. If the burlap texturing is not desired, the selector valve 384 is positioned whereby the fluid flow therethrough follows the solid arrow, actuating the cylinder 284 to lift the burlap drag 288 from the surface of the pavement as previously described.

Occasionally, the concrete pavement will begin to dehydrate or set slightly before the finishing machine 20 reaches that portion of the pavement. When this occurs, the float assembly 30 may have a tendency to tear the dehydrated concrete slightly at the surface 32 which will of course result in a rough finish that is unsatisfactory. When this occurs, the selector valve 322 is moved to the position wherein the fluid flow therethrough is in the direction of the dash arrow (see FIG. 14), releasing pressure on the hydraulic cylinder 61. When the pressure is released from the hydraulic cylinder 61, the roller 60 moves downwardly into engagement with the surface 32 of the pavement. As the roller 60 progresses over the surface 32 of the pavement there is a tendency for water contained in the pavement away from the surface 32 to migrate toward the surface 32. Thus, it is possible by use of the roller 60 to bring suflicient water to the surface to avoid the tearing of the concrete as previously mentioned.

If the action .of the roller 60 on the surface 32 does not provide sufiicient moisture at the surface 32, the valve 390 is opened to permit water to flow from the reservoir 62. through the pump 128 and outwardly through the spray bar 136 located on the front of the prime mover 22. Also, the valve 392 may be opened to permit water to flow through the spray bar 138 which is located on the float assembly 30 whereby water is deposited on the surface 32 of the pavement just ahead of the elongated members 196. Either or both of the spray bars 136 and 138 may be used to provide additional water as required.

When the pavement finishing machine 20 is utilized in connection with the laying of a multi-lane highway, the adjusting assembly 206 in the trusses 202 and in the cross members 222 and 228 are positioned whereby the entire lower surface of the float assembly 30 will 'be in a single plane. Thus, dragging the float assembly 30 over the surface 32 of the pavement results in a flat, finished surface 32.

One of the important uses and advantages of the pavement finishing machine 20 is in the termination of a strip of pavement and the beginning of 'an adjacent strip of pavement, such as at the end of one days work and the beginning of another. To finish the terminal end of a strip of pavement, relatively rough forms are set to support the end of the pavement and the edges thereof for a relatively short distance adjacent the terminal end. The upper edge of the forms are set slightly below the desired elevation of surface of the pavement. The float assembly 30 is then dragged by the prime mover 22 along the pavement and ofl the terminal end. As the front float 192 reaches the end of the pavement, the selector valves 354 'and 362 are actuated to pressurize the cylinders 342 and 350, respectively. Suflicient pressure is introduced in the cylinders 342 and 350 to hold the lower surface 221 of the front float 192 in a position wherein the lower surface 230 of the rear float 194 and the lower surfaces of all the elongated members 196 remain in engagement with the surface 32 of the pavement in a single plane. Thus, the entire lower surface of the float assembly 30 is maintained in the plane of the surface 32 of the pavement as the machine 20 is driven off the terminal end. The result of such procedure is that the surface 32 of the pavement will be free of undulations adjacent the terminal end of the pavement.

To begin the next days paving and to form the connection between the previously existing paving and the new pavement, the forms are removed and the slip form machine (not shown) is adjusted to lay a slab of concrete having the surface 32 thereof slightly higher than the surface 32 of the previously laid pavement.

The pavement finishing machine 20' is positioned astraddle the previously existing pavement and the float assembly 30 lowered into engagement therewith as previously described. It should be pointed out that the entire float assembly 30 is resting on the previously laid pavement.

The machine 20 is then driven along the newly laid pavement so that the front float 192 engages the new pavement at the elevation of the previously laid pavement and thereby begins to remove a portion of the surface 32 of the newly laid concrete. When the entire float assembly 30 has traversed the connection between the old and new pavement, the surface 32 of the new pavement is reduced by the high shearing action of the float assembly 30 to the same elevation as the surface 32 of the previously laid pavement whereby there is no undulation or noticeable change in the level of the surface 32 of both the old and the new pavement. Thus, an ext-remely smooth connection is formed by the use of the float assembly 30 since the previously laid pavement serves as a guide for the level or elevation of the surface 32 of the new pavement.

The pavement finishing machine 20* is also extremely effective in forming approaches to bridges and the like. Due to the construction of previously known finishing apparatus, the 15 or 20 feet immediately adjacent previously laid slabs forming bridges has had to be formed virtually by hand.

Utilizing the pavement finishing machine 20, forms are set along either edge of the pavement for approximately 15 to 20 feet forming the approach to the slabs forming the bridges. Concrete is then dumped in between the forms and the termination of the newly laid concrete and the bridge until it slightly exceeds the height or elevation of the surface of the bridge slab. A ramp is constructed on each side of the for-ms whereby the prime mover 22 can move onto the surface of the bridge slab.

Generally, the float assembly 30 is raised and held above the pavement, as previously described, until the machine 20 is located on the bridge slab. The float as sembly 30 is then lowered to the bridge slab and the direction of the prime mover 22 reversed so that the float assembly 30 is pushed by the prime mover 22 off the surface of the bridge slab onto the surface of the ap proach. The result is very similar to the result attained when beginning a new section of the pavement, that is, the surface of the bridge serves to guide the float assembly 30 onto the approach whereby the connection therebetween is made very smooth without change in elevation of the pavement between the surface of the approach paving and the bridge slab. The other approach to the bridge is formed as described, except the finishing machine 20 is operated as described in forming the connection between old and new pavement.

The machine may also be used when it is desired to construct pavement having a crowned surface 32, that is, pavement having a surface 32 wherein the longitudinal center line thereof is elevated relatively above the edges. In order to crown the pavement, the adjusting assemblies 206 located in the cross members 222 and 228 are positioned so that the plates 210 are separated a farther distance apart than when the lower surfaces 221 and 230 of the front and rear floats 192 and 194, respectively, are disposed in a flat plane. With the adjusting assemblies 206 in this position, the ends of the cross members 222 and 228 connected with the float frame 190 are moved relatively outwardly resulting in deforming the lower surfaces 221 and 230 into a concave configuration. Thus, as the float assembly is dragged over the surface 32 of the pavement a finished, crowned surface 32 is formed by the float assembly 30.

It is frequently necessary to finish the surface of access roads leading to and from the main pavement. Frequently, and particularly at intersections, the access roads will have a relatively tight radius of curvature describing what is commonly referred to as clover leaf intersections. The access roads in such clover leafs are, in addition to being relatively tightly curved, also elevated on their outer edges.

The machine 20 can be utilized to finish the surface of the access roads by positioning the adjusting assemblies 206 located in the trusses 202 wherein the members 210 are moved relatively together as com ared to their position when the lower surface of the float assembly is in a flat plane. The result of such movement is to effectively shorten the overall length of the trusses 202 whereby the lower surface of the float assembly lies in a convex plane, that is, the front and rear floats 192 and 194, respectively, will be disposed relatively at an angle to each other.

The amount of adjustment taken in the adjusting assembly 206 depends upon the radius of curvature of the pavement. It should also be pointed out that since the inside edge of the curve has a shorter radius than the outside edge, the adjusting assemblies 206 in the trusses 202 can be set at varying positions across the float assembly 30, thereby varying the amount of deformation of the lower surface of the float assembly 30 whereby it fits the curvature of the access roads.

Of course, there are many additional, specialized uses which the pavement finishing machine 20 can serve, but but from the foregoing, it is believed apparent that the finishing machine 20 is extremely versatile and provides an extremely level and smooth surface 32 on the pavement that is free from undulations. In actual use, the finishing machine 20 has proved to be highly eflicient in removing the undulations and its use results in the quick, efficient and economical finishing of pavement that is well within the requirements set by state paving laws.

Edge surfacing device of FIG. 16

FIGS. 16, 17 and 18 illustrate in detail the structure of an edge surfacing device generally designated by the reference character 400 as utilized in connection with the float assembly 30. As shown therein, the edge surfacing device 400 is attached to the rear float 194 in lieu of the edge finishing members 252. Although FIGS. 16, 17 and 18 illustrate the attachment of the edge surfacing device 400 to only the left rear corner of the rear float 194, it will be understood that an identical, though oppositely disposed, edge finishing device 400 can also be mounted on the right rear corner of the rear float 194. The device 400 may also be mounted on the rear corners of the front float 192 if desired.

The edge surfacing device 400 includes an L-shaped member 402 (see FIG. 18) having a plate 404 mounted on a horizontally disposed portion 406 of the L-shaped member 402 and connected with the elongated member 226 carried by the rear float 194. A vertically extending portion 408 of the L-shaped member 402 is provided with a pair of spaced collars 410. Mounted between the collars 410 is a spring 412 and one end 414 of a supporting arm 416.

An opposite end 418 of the sup-porting arm 416 is connected by a pin 420 and a pair of spaced brackets 422 with an edge surfacing member 424. The connection between the end 418 of the supporting arm 416 and the pin 420 is loosely made for purposes which will become more apparent thereinafter.

It should also be pointed out that the spring 412 encircles the vertical portion 408 of the L-shaped member 402 and has one end connected to the vertical portion 408 and the other end connected to the end 414 of the supporting arm 416. The spring 412 is arranged to bias the arm 416 and the interconnected edge surfacing member 424 relatively toward the edge surface 34 of the pavement whereby the edge surfacing member will remain in engagement therewith.

The edge surfacing member 424 is also loosely connected with an end 426 of a second supporting arm 428 by a pin 430. The looseness of the connection between the end 426 and pin 430 is provided to permit movement of the edge surfacing member 424 in response to movement of the support arm 416. A second end 432 on the support arm 428 is connected with the horizontal portion 406 of the L-shaped member 402. The arm 428 serves primarily to tow the edge surface member 424 and aids in aligning the member 424 with the float assembly 30.

The edge surfacing member 424 is preferably constructed from a single elongated member and is formed into a horizontal portion 434 and a vertical portion 436. As clearly shown in FIGS. 16, 17 and 18, the forward ends of the portions 434 and 436 are flared relatively outwardly away from the surface 32 and the edge surface 34 of the pavement. While the flaring is not absolutely necessary, it does provide for smoother operation of the edge surfacing device 400, avoiding the possibility of the front edge portion thereof digging into the surface of the pavement. The weight of the edge surfacing member 424 has been found to be suflicient to provide adequate smoothing to the surface 32 adjacent the edge 34. However, and if desired, additional weight or means for biasing the edge surfacing member 424 toward the surface 32 of the pavement can be provided if desired.

Operation of the edge surfacing device of FIG. 16

Assuming that the pavement being laid is a slab having both left and right edge surfaces 34 and 36 free and unsupported, the float assembly 30 is equipped with two of the edge surfacing devices 400, one being disposed adjacent the left edge surface 34 and the other being disposed adjacent the right edge surface 36. As the float assembly 30 is dragged over the surface 32 of the pavement by the prime mover 22, the edge surfacing members 424 are also pulled therealong. The support arms 416, under the influence of the springs 412, bias the vertical portion 436 of the edge surfacing member 424 into relatively tight engagement with the edge surfaces 34 and 36 of the pavement, thereby smoothing or removing any irregularities that may exist in such edge surfaces. Simultaneously, the horizontal portion 434 of the edge surfacing members 424 is in engagement with the upper surface 32 of the pavement adjacent the edge surfaces 34 and 36 and serves to remove any irregularities from the surface 32 of the pavement adjacent the edge surfaces.

Due to the inability of the operator of the pavement finishing machine 20 to maintain the vehicle exactly centered with respect to the edge surfaces 34 and 36 of the paving, the springs 412 also serve the important function of permitting lateral movement of the edge surfacing member 424 to avoid forming irregularities or undulations in the edge surfaces 34 and 36. Thus, the edge surfacing devices 400 function to provide the desired edge surface finish and, due to their ability to move laterally, avoid the formation of undesired irregularities therein.

Manifestly, if the concrete pavement being laid is dis posed in juxtaposition with a previously laid pavement strip, only one of the edge surfacing devices 400 is utilized. As will be understood by those skilled in the art, a single edge surfacing device 400 functions in the same manner to provide the desired finish for the exposed edge surface of the concrete paving.

It will also be understood by those skilled in the art that the detailed description presented hereinbefore is made by way of example only and that many modifications and changes can be made to the invention described herein without departing from the spirit of the invention or from the scope of the annexed claims.

What I claim is:

1. Pavement finishing apparatus comprising:

a float frame having front and rear end portions and left and right side portions;

front float means mounted on the front end portion of said frame and extending between said side portions, said front float means having a lower surface engageable with the surface of the pavement;

rear float means spaced from said front float means and mounted on the rear end portion of said frame and extending between said side portions, said rear float means having a lower surface engageable with the surface of the pavement;

a plurality of elongated members mounted on said frame between said front and rear float means, said members being engageable with the surface of the pavement; and,

a plurality of truss members extending from said frame front end portion to said frame rear end portion and substantially parallel to said frame side portions, each of said truss members including an elongateable adjusting assembly forming a middle portion thereof for changing the overall length of each of said truss members to vary the angularity of the lower surfaces of said front and rear float means.

2. The pavement finishing apparatus of claim 1 wherein said frame also includes:

a front transverse truss connected with said left and right side portions and located near said front edge portion, said front transverse truss including adjusting means, whereby the lower surface of said front float means may be deformed either concavely or convexly; and,

a rear transverse truss connected with said left and right side portions and located near said rear edge portion, said rear transverse truss including adjusting means, whereby the lower surface of said rear float means may be deformed either concavely or convexly.

3. The pavement finishing apparatus of claim 1 wherein said front float means includes a plurality of elongated members disposed in juxtaposition and extending toward the front and rear end portions of said frame.

4. The pavement finishing apparatus of claim 3 wherein said rear float means includes a plurality of elongated members disposed in juxtaposition and extending toward the left and right side portions of said frame.

5. The pavement finishing apparatus of claim 1 wherein said elongated members are angularly disposed relative to said front and rear float means.

6. The pavement finishing apparatus of claim 5 and also including means adjustably connecting said elongated members with said frame whereby said elongated members can be tilted relative to the surface of the pavement.

7. The pavement finishing apparatus of claim 5 wherein said elongated members are arranged to form at least one chevron design between said front and rear float means.

8. The pavement finishing apparatus of claim 5 wherein said elongated members include:

a first pair of elongated members having one end disposed adjacent said left and right side portions and each having the other end disposed relatively behind and inwardly from said one end;

a second pair of elongated members forming a first chevron pointing toward said front float means and having one end of each of said members disposed relatively behind and slightly overlapping the inwardly extending ends of said first pair of elongated members; third pair of elongated members of greater length than said first pair of elongated members, said third pair of elongated members being disposed in parallel spaced relation to said first pair of elongated members and having inwardly extending en-ds thereon located relatively behind the ends of said second pair of elongated members; and,

a fourth pair of elongated members forming a second chevron pointing toward said front float means, said second chevron being in parallel-spaced relation to said first chevron and having the forward point thereon disposed relatively in front of the inwardly extending ends of said third pair of elongated members and the other ends thereof located adjacent the left and right side portions of said frame.

9. The pavement finishing apparatus of claim 1 and also including:

an edge surfacing member on one side of said rear float means and having a lower surface engageable with the surface of said pavement; and,

resilient means connecting said edge surfacing member with said rear float means to resiliently hold said edge surfacing member in sliding engagement with the upper surface of the pavement adjacent one edge thereof.

10. The pavement finishing apparatus of claim 9 and also including:

a second edge surfacing member connected 'with the other side of said rear float means; and,

second resilient means connecting said second edge surfacing member to said rear float means to resiliently hold said second edge surfacing member in sliding engagement with the surface of the pavement adjacent the other edge thereof.

11. The pavement finishing apparatus of claim 1 and also including an edge finishing device comprising:

an arm pivotally connected with one side portion of said frame near said rear end portion;

an edging member mounted on said arm having a first portion engageable with the upper surface of the pavement adjacent one edge thereof and a second portion engageable with the edge surface of the pavement; and,

resilient means connected with said frame and with said arm biasing said edging member relatively toward the edge surface of the pavement, whereby said second portion is resiliently held in engagement with the edge surface.

12. The pavement finishing apparatus of claim 11 and also including a second edge finishing device comprising:

a second arm pivotally connected with the other side portion of said frame near said rear end portion;

a second edging member mounted on said second arm having a first portion engageable with the upper surface of the pavement and 'a second portion engageable with the other edge surface of the pavement;

second resilient means connected with said frame and with said second arm biasing said edging member relatively toward said first mentioned edging device and toward the second edge surface of the pavement, whereby the second portion is resiliently held in engagement with the second edge surface.

13. Pavement finishing apparatus comprising:

,- a float frame havingfront and rear end portions and left and right side portions, said frame including a plurality of truss members extending from said front end portion to said rear end portion, each of said truss members including adjusting means for changing the overall lengthof each of said truss members,

a front transverse truss member connected with said left and right side portions and located near said front edge portion, said front transverse truss member including adjusting means for changing the overall length thereof, and

a rear transverse truss member connected with said left and right side portions and located near said rearedge portion, said rear transverse truss member including adjusting means for changing the overall length thereof;

front float means mounted on the front end portion of said frame and extending between saidside portions, said front float means having a lower surface engageable with the surface of the pavement and normally disposed in a generally horizontal plane, said lower surface being responsive to said adjusting means in said front transverse truss member whereby said lower surface may be formed either concavely or convexly;

rear float means spaced from said front float means i and mounted on the rear end portion of said frame and extending between said side portions, said rear floatmeans having a lower surface engageable with the surface of the pavement and normally disposed in a generally horizontal plane, said lower surface being responsive to adjustment of the adjusting means located in said rear transverse truss member whereby said lower surface may be formed either concavely or convexly;

a plurality of elongated members mounted on said frame between said front and rear float means, said members being engageable with the surface of the pavement, said elongated members including 'a first pair of elongated members having one end disposed adjacent said left and right side portions and each having the other end disposed relatively behind and inwardly from said one end,

a second pair of elongated members forming a first chevron pointing toward said front float means and having one end of each of said members disposed relatively behind and slightly overlapping the inwardly extending ends of said first pair of elongated members,

a third pair of elongated members of greater length than said first pair of elongated members, said third pair of elongated members being disposed in parallel spaced relation to said first pair of elongated members and having inwardly extending ends thereon located relatively behind the ends of said second pair of elongated members, and

a fourth pair of elongated members forming a second chevron pointing toward said first float means, said second chevron being in parallelspaced relation to said first chevron and having the forward point thereon disposed relatively in front-of the inwardly extending ends of'said third pair of elongated members and the other ends thereof located adjacent said left and right side portions of said frame;

means adjustably connecting said elongated members with said frame whereby said elongated members can be tilted relative to the surface of said pavement; first and second edge surfacing members each having a lower surface engageable with the surface of said pavement, one of said edge surfacing members being located on one side of said rear float means and pavement finishing'apparatus. v g

18. The pavement finishing apparatus of claim'17 4 the'othenbeing located'on theother side of said ,rear'floatmeans; and I, resilient means connecting said edge surfacing members with said rear.float;meansto resiliently hold, said edge surfacing members in slidingengagement with the surface of the pavement'adjacent the edges .there-. of. I

14. Pavement finishing apparatus comprising:

a prime mover including s 1' I 4- .1

a aprirnemover frame, w I .7

i ground engaging wheels journaled'in said prime mover frame,,and= x power means mounted on said prime mover frameand operably connected to said groundengaging wheels for rotating said wheels to propel. saidpavement finishing apparatus; I a trailerincluding 4 atrailer frame, a ground engaging wheels journaled in :said trailer frame;

a pair of elongated frame members, each having one end connected with said prime mover frame and the other end connected with said trailer frame; and,

a float assembly disposed between said prime mover and trailer and including a float frame having front and rear end portions and left and right side portions,

means connecting the front end portion of said float frame with said prime mover frame,

front float means mounted on the front end portion of said float frame and extending between said side portions, said front float means having a lower surface engageable with the surface of the pavement, v-

rear float means spaced from said front float means and mounted on the rear end portion of-said float frame, and extending between said side portions, said rear float means having a lowersurface engageable with the surface of the pavea-plurality of elongated members mounted on said float frame between said front and rear floatmeans, said members being engageable with the surface of the pavement; and,

a plurality of truss members extending from said frame front end portion to said framerear end portionand substantially parallel to said frame side portions and each of said truss members including an elongated adjusting assembly form ing a middle portion thereof for changing the overalllength of each of said truss members and therefore the angularity of -the lower surface of said front and rear float means. 5

15. The pavement finishing apparatus of claim 14 and also including lifting means mounted on said prime mover frame and trailer frame and operably connected-with said float assembly, said lifting means being arranged to hold said float assembly out of engagement .with the surface of the pavement.-

16. The pavement finishing apparatus of claim 14 andalso including steering means mounted on said prime mover frame and operably co nnected with the ground engaging wheels on said prime mover for positioningsaid wheels to steer said pavement finishing. apparatus.

17. The pavement finishing apparatus of claim. 16 and also including second steering'means mounted on said trailer frame and operably connectedwith the ground. engaging wheels located on said trailer for positioning said ground engaging wheels on said trailer to 'steer s'aid wherein said elongated 'members' are angularly'disposed relative to said front and rear float means and also including lifting means mounted on said prime 'mover fram'e' trailer frame and onerablv connected with said float* 21 assembly, said lifting means being arranged to hold said float assembly out of engagement with the surface of the pavement.

19. The pavement finishing apparatus of claim 14 and also including:

a pair of spaced support members slidingly connected with said prime mover frame;

an elongated cylindrical roller journaled in said support members and engageable with the surface of the pavement; and

means mounted on said prirnemover frame and operably connected with said spaced support members for holding said roller out of engagement with the surface of the pavement.

20. The pavement finishing apparatus of claim 19 and also including:

'a pump mounted on said prime mover and operably connected with said power means;

a reservoir on said prime mover connected with said an'elongated, perforated conduit located on said prime mover and connected with said pump, said conduit being arranged to direct fluid onto the surface of the pavement in front of said roller; and

valve means operably connected between said pump and perforated conduit for controlling fluid flow from said pump to said conduit.

21. The pavement finishing apparatus of claim 20 and also including:

a second elongated, perforated conduit located on said pair of elongated frame members and connected with said pump, said second conduit being arranged to direct fluid onto the surface of the pavement relatively in front of said elongated members; and

second valve means operably connected between said pump and second conduit for controlling fluid flow from said pump to said second conduit.

22. The pavement finishing apparatus of claim 14 and also including:

an edge surfacing member located on one side of said rear float means and having a lower surface engageable with the surface of said pavement; and

resilient means connecting said edge surfacing member with said rear float means to resiliently hold said edge surfacing member in sliding engagement with the surface of the pavement adjacent one edge thereof.

23. The pavement finishing apparatus of claim 22 and also including:

a second edge surfacing member connected with the other side of said rear float means; and

second resilient means connecting said second edge surfacing member to said rear float means to resiliently hold said second edge surfacing member in sliding engagement with the surface of the pavement adjacent the other edge thereof.

24. The pavement finishing apparatus of claim 14 and also including:

a first pair of elongated members having one end disposed adjacent said left and right side portions and each having the other end disposed relatively behind and inwardly from said one end;

a second pair of elongated members forming a first chevron pointing toward said front float means and having one end of each of said members disposed relatively behind and overlapping the inwardly extending ends of said first pair of elongated members;

a third pair of elongated members of greater length than said first pair of elongated members, said third pair of elongated members being disposed in parallel-spaced relation to said first pair of elongated members and having inwardly extending ends thereon located relatively behind the ends of said second pair of elongated members; and,

a fourth pair of elongated members forming a second chevron pointing toward said front float means, said second chevron being in parallel-spaced relation to said first chevron and having the forward point thereon disposed relatively in front of the inwardly extending ends of said third pair of elongated members and the other ends thereof located adjacent the left and right side portions of said float frame.

25. The pavement finishing apparatus of claim 14 and also including:

an arm pivotally connected with one side portion of said float frame near said rear end portion;

an edging member mounted on said arm having a first portion engageable with the upper surface of the pavement adjacent one edge thereof and a second portion engageable with the edge surface of the pavement; and,

resilient means connected with said frame and with said arm and with said float frame biasing said edging member relatively toward the edge surface of the pavement, whereby said second portion is resiliently held in engagement with the edge surface of the pavement.

26. The pavement finishing apparatus of claim 25 and also including:

a second arm pivotally connected with the other side portion of said float frame near said rear edge portion;

a second edging member mounted on said second arm having a first portion engageable with the upper surface of the pavement and a second portion engageable with the other edge surface of the pavement;

second resilient means connected with said second arm and with said float frame to bias said edging member relatively toward said first mentioned edging device and toward the second edge surface of the pavement whereby the second portion is resiliently held in engagement with the second edge surface of the pavement.

27. Pavement finishing apparatus comprising:

a prime mover including a prime mover frame,

ground engaging wheels journaled in said prime mover frame,

steering means mounted on said prime mover frame and operably connected with the ground engaging wheels on said prime mover for positioning said wheels to steer said pavement finishing apparatus, and

power means mounted on said prime mover frame and operably connected with said ground engaging wheels for rotating said wheels to propel said pavement finishing apparatus;

a trailer including a trailer frame,

ground engaging wheels journaled in said trailer frame, and

second steering means mounted on said trailer frame and operably connected with the ground engaging wheels located on said trailer for positioning said ground engaging wheels on said trailer to steer said pavement finishing apparatus;

a pair of elongated frame members, each having one end connected with said prime mover frame and the other ends connected with said trailer frame;

a float assembly disposed between said prime mover and trailer and including a float frame having front and rear end portions and left and right side portions,

front float means mounted on the front end portion of said float frame and extending between said side portions, said front float means having a lower surface engageable with the surface of the pavement,

215i rear float means spaced from said front float means and mounted on the rear end portion of said float frame and extending between said side portions, said rear float means having-alower surface engageable with the surface of the-pavement,and

1 a plurality of elongated members mounted on said float frame between said front and rear float 'means, said members being engageable with the surface of the pavement and including a first-pair of elongated members having one end disposed adjacent said left and right side portions and each having the other end disposed relatively behind and inwardly from said one end, 1 a second pair of elongated members forming a first chevron pointing towards said'front float means and having the other end 'of each of said members disposed relatively behind and slightly overlapping the inward- V 1y extending ends of said first pair of elona gated members, I a third pair of elongated members of greater length than said first pair of elongated members, said third pair of elongated menibers being disposed in parallel-spaced relation to said first pair of elongated members and having inwardly extending ends thereon located relatively behind the other ends of said second pair of elongated members, and a fourth pair of elongated members forming a second chevron pointing toward said front float means, said second chevron being in parallel-spaced relation to said first chevron and having the forward point thereon disposed relatively in front of the inwardly extending ends of said third pair of elongated members and the other ends thereof located adjacent the left and right side portions of said towable frame, and

an edge surfacing member located on one side of said rear float means and having a lower surface engageable with the surface of said pavement, and

resilient means connecting said edge surfacing member with said rear float means to resiliently hold said edge surfacing member in sliding engagement with the surface of the pavement;

- and, means connecting the front end portion of said float frame with said prime mover frame, whereby said 24 float frame is free to move vertically with respect to i said prime 'mo've'r'frame and is towably interconnected therewith. v '28." An edge finishing device"for usewith pavement finishing apparatus, said device comprising: an arm pivotally connectable withthe pavement finishing apparatus; v 'anedgin membe'r'inonnted onsaid arm having a first portion engageable'with the upper "surface of the pavement adjacent one edge thereof and a second portion engageable with the edgesurface "of thepavemerit, saided'ging member being elongated and having said first and second portions disposed at an angle of approximately to each other and each said portion having the front end thereon flared in a r'elatively outward direction with respect to the edge surface and upper surface of the pavementg'and' .resilient means connected with "said arm and connectable "withsaid pavement finishing apparatus to bias said edging member relatively toward the edge surface of the pavement, whereby said second portion is resiliently held in engagement with the edge surface of the pavement. 29. The edge finishing device of claim 28 and also includingz g i 4 a second arm pivotally connectable with the pavement finishing apparatus on the opposite side thereof r elative to said first mentioned arm;

a second edging member mounted on said second arm having a first portion engageable with the upper surface of the pavementadjacent the second edge thereof and a second portion engageable with the second edge surface of the pavement; and,

second resilient means connected with said, second arm and connectable'witl'i said pavement finishing ap- 'paratus to bias said second edging member relatively toward the second edge'surface of the pavement,

' whereby said second portion 'is resiliently held in engagement with the second edge surface of the pavement."

' References Cited UNITED STATES PATENTS Madison et a1. 94-46 JACOB L.NACKENOFF,Pri mi1 ry Exar ninerr. 

